This is a first for Lamborghini and a significant development, although the likes of Ferrari and McLaren will tell you they also do something similar. Capable of responding in more or less real time (just 20 milliseconds), LDVI primes every one of the parameters under its control to make the Huracán Evo the most responsive and alert Lamborghini to date. It can even predict the driver’s intention one moment to the next, readying the torque vectoring, or the dynamic steering, or the rear-wheel steering even before the driver has made the anticipated input. And so the car responds ever more immediately. Despite being heavier than the Performante, the Huracán Evo is both more agile, says Lamborghini, and faster around the handling circuit at Nardo.
That special-edition model is powered by the familiar normally aspirated 5.2-litre V10, augmented with titanium inlet valves. It’s that same unit that’s been dropped into the Huracán Evo, but with its own engine management software. Power is up to 631bhp at 8000rpm and torque rises to 443lb ft at 6500rpm. With four-wheel drive, the Huracán Evo will register 62mph in just 2.9sec and run on to ‘more than’ 202mph.
There are further changes within the cabin, including a beautifully rendered 8.4in touchscreen display in the centre console, and revised bodywork, which improves aerodynamic efficiency. The airflow around, underneath and over the car is cleaner now, reducing drag, while downforce has leapt up by a factor of seven, thanks to the new front splitter and slotted rear spoiler (the Evo still doesn’t produce anything like the downforce of the Performante, though, which has far more prominent aerodynamic devices).
Interestingly, there still isn’t a customisable Ego mode, which means you cannot separate the firmness of the dampers from the drivetrain setting. That means Corsa mode, the loudest of three, will probably be usable only on race tracks and the very smoothest roads.
Is the Huaracan Evo better to drive than the outgoing car?
In a circuit setting, the new model is not only faster and more agile than the earlier base-model Huracán, but more fun to drive too. More fun than the Performante as well? Perhaps, but we’ll reserve judgment on that front until we’ve spent more time behind the wheel.
The original Huracán could be a frustrating car both on road and track with prescriptive, insistent handling. It would defiantly do what it wanted to do - which quite often was to understeer through corners - rather than responding willingly to the driver’s own inputs. It all made the Huracán a far less rewarding supercar than rivals from McLaren and Ferrari.
But no more. On the optional, stickier Pirelli Zero Corsa tyres, the Evo has more grip and a more resilient front end, which now tucks into low-speed corners so immediately - thanks to the rear-wheel steering - that you’d swear those tyres were racing slicks. In longer, high-speed corners, the front axle will begin to wash out a little - true of any road-biased car - but depending on the corner, you’re just as likely to feel the rear end start to come around. The Evo’s newfound poise and more neutral chassis balance are central to it being more engaging to drive.
The Lamborghini Dynamic Steering - now the only steering option available, the passive system having been dropped - is much improved, offering a more consistent and readable helm than the highly dubious dynamic system that preceded it (on track, at least). Unlike before, you now have a clear sense of how much grip there is in reserve across the front axle and you can position the car intuitively and with precision. No more second guessing. There still isn’t the hardwired feel and sense of connection that you get in a McLaren with a hydraulic steering rack, but that’s to be expected.